Electric train-controlled system for railways.



F. T. JONES. ELECTRIC TRAIN CONTROLLED SYSTEM FOR RAILWAYS.

APPLICATION FILED JULY 5, 1910.

Patented Sept. 2, 1913.

2 SHEETS-BHEBT 1.

F. T. JONES.

ELECTRIC TRAIN CONTROLLED SYSTEM FOR RAILWAYS.

APPLICATION FILED JULY 5, 1910.

1,072,383, Patented Sept. 2, 1913.

2 SHEETS-SHEET 2.

jWE/Z $614 W \OLUMUIA PLANuuRAPH CD.,WA$HIN(ITON. D. C.

FRANK '1. JONES, OF BALTIMORE, MARYLAND, ASSIGNOR TO THE JONES SAFETY TRAIN CONTROL SYSTEM COMPANY, OF BALTIMORE, MARYLAND, A CORPORATION OF MARYLAND.

ELECTRIC TRAIN-CONTROLLED SYSTEM FOR RAILWAYS.

To all whom (it may concern lie it known that l, l uivxii T. Jones, a citizen of the United States, residing lilaltianore, in the State. of h Iaryland, have invented certain new and useful Improvements in Electric 'lrain-Ooiitrolled Systems for Railways, of which the following, is a specification.

This invention relates to an im n'oved arrangement :tor a block system train control for railways and has for its object to provide an innirovtal arrangement of circuits whereby to operate certain devices and instrmnentalities on a train when the latter approacli es a block already occupied by a train, as will. presently more fully appear.

The ini entioi'i is illustrated in the accompany drawing, in which,

Figure 1 is a diagrannnatic illustration of the traclcway and the improved arrangement of circuits employed in connection therewith and shows the devices in position to protect the rear of a train. Fig. 2 is a similar view showing the position of the devices when trains are approaching each other.

In carrying out the invention T provide the rails, 1, and, 2, with a plurality of insulating members, 3, to ett'eet an electrical separation and produce a series of sections, which We designate, 4-, 5, (3, 7, 8, 9 and, 10, in the drawing, Figs. l. and E2. in the present instance the several sections are not all oil the same length,--the sections, 4;, (l, S, and, 10, being somewhat longer than the intervening sections, 5, 7, and, 9, but this is not essential to the ii'ivention.

In the present invention l IH'U'LNISU to control the movement of trains in both directions and lice/p them sull'iciently separated by giving a caution signal first to both in case they approach from opposite directions and to the rear train it both are traveling in the. same direction and then in ease they continue to approach each other to stop both trains or in case one approaches the other to stop the rear train.

In carrying out my invention I employ a closed circuit system so that the system will be maintained in the operative condition only so long as the circuits are maintained, and will give. caution signals, and stop the Specification of Letters Patent.

Application filed. July 5, 1910.

' Eatented Sept. 2, E5913.

Serial No. 570,329.

trains it the circuits become interrupted or broken regardless oi? whether the track is clear or not.

By re'ti'erence to Fig. 1, it will be noted that at the outer side of rail, 1, the section, t, is provided with a short rail section, '11, which for the purpose of the present case will be termed the signal rail or section. An electro-magnet, .12, is provided. adjacent the said signal rail-section and said magnet has an arnnrlmre, '13, the pivot-end oil. which is electrically connected to one side of a hattery, 1.4L, by wire, 15. Another wire, 16, extends from the other side of battery, let, to

and is connected to rail, 1, while said signal- .rail, 11, has a wire, 17, that by contact with the tree end oi. a rmature, 13, when the latter is attracted by electro-magnet, 12, will throw said signal-rail, '11, into the circuit of battery, M, as long; as electro-magnet, 12, is maintained in an energized condition. lhc

energization of this electro-magnet, .12, is

etl'ectcd by means oi. a main track circuit 'lrom one of the main track-way sections some distance ahead,-itor example, the .electro-n'iagnet, 12, at the side of main rail,

1, of section, t, is energized by current passing through line, 18, that extends from said magnet indirectly to the line, 19, that connects with rail, 1., in section, ,--thus it will be seen that several sections intervene between the pointwhere the signal is to be elven at section, -'l-, and the point from which the signal device. is to be cmitrolled. The

current for maintainimi the said magnet, l2, .oil' section, 4-, is derived from a battery, 20,

that has its opposite sides connected by wires, 21, and, 252, to the mam traclt ralls, 1,

and, 2, in said section, S). A ground connection, 2 3, is provided tor section, l), and another ground counts-lion, iZ-l, is provided beand. the presence ol" this vehicle requires that devices somewhere at the rear be set to give a caution signal for a train following in the rear of train, 25. For this reason, it will be noted that the armature, 13, adjacent rail, 1, of section, 4, has dropped because the electro-magnet, 12, that normally holds it has become deenergized, and consequently signal rail, 11, is out of circuit with battery, 14. This deenergization of magnet, 12, is brought about by an interruption of the circuit somewhere between the vehicle, 25, and the magnet, 12, of section, 4, at the rear of the vehicle and it will be noted that the interruption which has taken place has been caused by the deenergization of another electro-magnet, 26, whose armature, 27, normally forms a connection between lines, 18, and, 19. The deenergization of this magnet, 26, in the instance illustrated in Fig. 1., has been caused by the presence of the train, 25, in section, 8, because the current from battery, 28, in said section, 8, instead of passing by wires, 29, and, 30, ot' rails, 1, and, 2, to magnet, 26, has been short-circuited through the vehicle and is in this instance from said battery, 28, to rail, 1; through the wheels and axle of train, 25, to rail, 2, and then back to the battery. Thus it will be seen that the presence of the train in section, 8, will cause the caution signal rail, 11, in the rear of the train and in the instance cited at section, 4, to be cut oil from battery, 14, by breaking the circuit in the line, 19-18 that leads to magnet, 12, thus deenergizing magnet, 12, and allowing armature, 13, to drop. A caution signal rail in advance of the section, 8, will likewise be effected by the deenergization of the same electromagnet, 26, through the dropping away of a second armature, 31, which normally engages or electricallyconnects track-wire, 32, from rail, 1, of section, 7, with wire, 33, that leads indirectly to an electro-magnet several sections ahead that actuates an armature to supply current to a signal rail ahead of the approaching train. Thus it will be understood that caution signal-rails both at the rear and ahead of a train are afl'ected by the moving train between them.

' In addition to the caution signal-rail, 11, above described in connection with trackway section, 4, it will be understood that other sections,ior example, sections, 6, 8, and, 10, are also provided with like signal rails and with magnets, armatures and batteries to coact therewith, and all of said devices have the same function to give caution signals on trains traveling in the direction from sections, 4, toward, 10, and onward and are operated precisely as has been described with respect to rail, 11, at section, 4; consequently it is deemed unnecessary to repeat the description for these various signal rails.

in case a train, after receiving the caution signal at section, 4, should proceed into section, 5, while train, 25, is still in section 8, I have provided means whereby to interrupt certain circuits to effect a complete stoppage of the rear train and to this end 1 have provided at said section, 5, a stoprail, 34, at the outer side of track rail, 1, which stoprail is provided with a wire or line, 35, that terminates adjacent an armature, 36, which is actuated by an electro-magnet, 37, that is included in the circuit comprising wire, 18,v armature, 27, wire 19, and the tracks 1, and,

2 of section, 9, which is the same circuit that normally energizes electro-magnet, 12, of section, 4. Thus it will be seen that when train, 25, interrupts the circuit through wires, 29, and, 30, and deenergizes electromagnet, 26, the falling away of armature, 27, will serve to denergize magnet, 37, and allow armature, 36, thereof to break connec tion with wire or line, 35, t0 stop-rail, 34. The armature, 36, is connected at its pivotend through a second armature, 38, and by wire, 39, to one side of a battery, 40, while the other side of said battery is in electrical connection with track rail, 1, by means of wire, 41, when the road ahead of section, 5, is clear for a train to pass through said section. of the drawing the position of train, 25, in block, 8, has effected a break in the track circuit from section, 9, through armature, 27, and wire, 18, and all magnets included in that circuit or" which magnet, 37, is one, are shown as denergized and consequently armature, 36, is down and has broken the circuit from battery, 40, to stop rail, 34, and the result is that a contact shoe on a train when reaching said rail, 34, cannot pick up the circuit from battery, 40, to maintain the brake apparatus in the cut off or safety position as will presently be explained, and the brakes would be applied to effect a stoppage of the train in the rear of train, 25. Now by reference to Fig. 2, of the drawings it will be noted that a vehicle or train, 43, is located in section, 10, while another vehicle or train, 44, has entered section, 5, and both vehicles are presumed to be traveling toward each other. The vehicle, 43, has short-circuited the current from battery, 45, of section, 10, and consequently magnet, 46, has been denergized because wires, 47, and, 48, are cut off by vehicle, 43, from battery 45. Armatures, 49, and, 50, have dropped from magnet, 46, and track current that before passed through wires, 51, and, 52, will be broken, thus deenergizing electro-magnets, 53, 54, and, 55, all of which are included in the line or wire, 56. The denergization of magnet, 55, will cut-01f signal rail, 57, from battery, 58, because of the dropping of armature, 59, while the denergization of magnet, 54, will cut-01f stop rail, 60, from loattery, 61. Thus neither the rail, 57, or the rail, 60, will have any current to pass to the But in the example shown in Fig. 1"

vehicle, 44, when the shoes of the latter pass over those rails and that vehicle would first receive the signal and then the stop it it continued toward vehicle, 43. On the other hand, the presence of vehicle, l t, in section, 5, will short-circuit the current from battery, (32, in said section, 5, and as no current will pass through line or wire, (33, armature, h t, and wire, (35, electroaiuignets, (36, 67, and, (38, immediately in front of vehicle, 43, will become deenergiaed and allow their armatures, (3t), 70, and, 71,, to drop. The dropping of armature, 71, will cut oil signalrail, 72, from battery, 72-3, and the dropping of armature, 70, will cut oil stop rail, 74-, from battery, 75, thus the presence of vehicle, 4 1-, in section, 5, will effect a cutting oil of current to both rails, 72, and, 74, adjacent sections, 10, and, 9, and will thereby first signal vehicle, 43, and then stop said vehicle it it attempts to proceed past stop rail, T l, adjacent section, 9. Thus it will be seen that vehicle, 414, moving in one direction will signal the vehicle, 43, approaching it from in front when the latter reaches section, 10, and will. stop said vehicle, 43, before it passes out of section, 9, while vehicle, 4L3, will signal vehicle, 4:41, at section, 6, and stop it at section, 7. It will also be understood that both vehicles will operate to give signals and eil'ect the stoppage of trains approaching from the rear as described in con nection with Fig. 1 of the drawing.

The devices carried on the vehicle to tirst signal the engineer in case of danger ahead and to ettect an operation of the air-brakes in case the engineer takes histrain into another section regardless of the warning signal previously given him, may vary in construction, but an example of the same may be seen in the pending application Serial liuml'ier 562,986 of R. T. and F. T. Jones jl'iled May 23rd, 1910.

The vehicle travels over the rails 1 and and has a signal-contact shoe or brush, 85, which successively brushes over and makes contact with ramp or short rail sections along the track and is also provided with another shoe cr brush, 11?), which contacts with other ramp or short rail sections, which are herein referred to as stop rails and which are also located along the track. One of these brushes is electrically connected with suitable mechanism on the vehicle for giving a warning signal while the other is electrically connected with mechanism on the vehicle for setting the brakes.

it is to be understood that signal and stop rails for the various track sections for trains or vehicles traveling in one direction are lo cated at one side of the trackway while those for trains or vehicles traveling in a reverse direction are arranged at the opposite side of said tracking.

Having thus described my invention what l claim and desire to secure by Letters Pat cut is,---

l. ln a. tracluvay train controlling mechanism tor railways the combination with the two track rails each provided at inleirvals with insulation to term a series of stop train iracloscctions, ot a constant current supply for each stop-train track-section; a short stop-rail extending parallel with and :nljacent to each stoptrain track-section; a local current supply tor each of said short stop rails; a pair at arnialurcs interposed between each stop rail and its local current supply: a, pair of electiii-magnets for each pair of armaturc:- --one magnet being provided for one armature and the other magnet tor the other o'lf said pair of arn'iatures; a circuit for one magiwt oil each pair including the track rail and the current supply for one section ahead to energize said magnet and hold one of the said two armaturcs, and another circuit for the other magnet of each pair including the track rail and the current supply of a dil'icaint traclesection to hold the said other oil? the two armatures whereby the cnerg'ization of both elcctro-magnets will attract both said armatures and maintain a connection from one side of a short stop rail and its local current supply.

2. In a trachway train controlling mechanism 'lor railways the combination with the track rails insulated from each other at intervals to form a series o't electrically independent track sections including both track rails, of a separate current supply for eacli of said sections; a short signal rail adjacent every other track section and extending parallel with the track rails; short stop rails adjacent those track sections that intervene between the sections to which the signal rails are ad 'iacent,-said signal and stop rails being out oi? alinemcnt with each other; a separate local current supply for each short signal rail; a separate current supply for each short stop rail; connections between each short rail and its particular current supply; an armature interposed in each of said connections between said short rails and their ros wctivc current supplies; an clectrou'iagnct for each armature and circuits each including the two rails of a track section and their source of current supply, said circuits also including an cleclro-inagnet that controls an arimiturc between one stop rail and its current supply, and another electromagnct that controls an. armature between one signal rail and its current supply, to normally energize said electro-magnets and keep a short stop rail and a short signal rail in eleiiztrical connection with their respective current supplies when the track is clear.

23. In a traclcway train iizontrolling mechanism for railways the combination with the rails insulated from each other at intervals to form a series oi? track sections including both track rails, of an independent current supply for each track section; a short signal rail for and adjacent every other track sec tion; alocal current supply for each signal rail; connections between each signal rail and its local current supply,said connections each including an armature; a magnet for actuating each of the same; a stop rail adjacent those track rails that intervene between these sections to which the signal rails are adjacent,-said stop and signal rails being out of alinement; a local current supply for each stop rail; connections between each stop rail and its local current supply and said latter connections each including an armature; a magnet for actuating each of the same, and connections from a current supply of a track-section ahead including an electro-inagnet that actuates an armature between a signal-rail and its current supply 20 tween said signal and stop-rails and their respective current supplies.

In testimony whereof I aifix my signature in presence of two witnesses.

FRANK T. JONES. Witnesses:

CHARLES B. MANN, J12, JOHN W. I-Inwns.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

